Seth

And my wife is thrilled that I purchased it! Thanks again for finding that set!! -Seth

Great job keeping cool and making it back with no damage. -Seth

Your failure looks like something is not configured or turned on correctly. I'd contact your shop or the manufacturer before attempting another flight to ensure it's set up properly. For the flight: Needs to be a 30 minute flight in ADSB airspace including approximately the following - I'd suggest finding out the exact rules by searching for them online. I was in touch with Potomac Approach on flight following and the controller had done "many" of them, and guided me through. 1. Get into ADSB space. 2. Fly Straight and level for a few minutes 3. Do a standard rate 360 degree turn to the left and then fly straight for a few minutes. 4. Do a standard rate 360 turn to the right and fly straight for a few minutes 5. Climb at least 2000 feet at your best rate in a straight line 6. Level off and then perform another two standard degree 360 degree turns with pauses in straight and level flight following each one 7. Descend at 500 FPM for at least 2000 feet in a straight line That's all I needed. I did have an issue with failure on ground, and to combat that I taxied with avionics off to a spot away from the hangers on the apron near the runway. I turned on my avionics and waited a few minutes until evenrything was booted up and I knew I had good GPS signal. I taxied very slowly out to the runway, took off, did the flight, came back, taxied VERY slowly back to the same spot on the apron, turned off avionics, and then taxied back to my hanger - every thing passed. -Seth

Old thread, I know. Is this still accruate? You don't need to file a flight plan when overflying Canada if departing and landing in the US? If VFR technically do you not need to talk to anyone and simply squawk 1200 the entire time? Obviously you should monitor 122.05 and report. I may make a trip up there IFR soon landing at IAG, and may want to have them work the flight around the pattern at 3500+ at the falls, and I'll do more research, just curious. Thanks, -Seth

The leading edge of the Mooney wing is the same airfoil as the P-51 and according to Bob Kromer the press and mold used was purchased from North American. -Seth

I thought Craig who created MooneySpace did so from Hawaii. I may be wrong. Now thinking about it, Craig, are you back in the lower 48 or did I dream all of this? -Seth

Besides normal preflight when conducting your run up or at the hold shirt line add to your checklist look left and right to ensure fuel caps are secured. I look for that now. -Seth

Sunday through Thursday. Camping with the Pirates of North 40. -Seth

I’d love to finally make it back however I’ll be at my in laws for the weekend. We are driving there. I had thought of suggesting for my wife to drive, I’d fly, and this I could fly out for the BBQ, but that’s not going to happen this trip. Maybe next year! By then my daughter (turns three in June) will be able to join me on these trips! We’ll wait a bit more for my son (just turned one). -Seth

I shadowed Erik as a chase plane after the repair at N68 and he took it to Weber at LNS for an inspection of the repair. The person performing the repair was both unfamiliar with Mooney’s and the Mooney Rocket is the tightest under the cowl. He seemed very competent. So Erik has chosen to have the work inspected by an MSC so he doesn’t end up with a cracked something else or other failure I 50 hours to due to bolt incorrectly torqued, etc . . . We got there too late yesterday at LNS to have the inspection occur yesterday. I needed to pick up a part from Alan at VAY, so I asked Erik if he wanted to join (he was going to stay the night at LNS anyway) and said yes. Once we got to VAY Alan suggested taco Tuesday night nearby, which was GREAT!! So now we are going to organize a Taco Tuesday night at VAY (nearby) sometime soon - watch for the thread once it’s announced. Alan flew Erik back to LNS in his V Tail Bonanza. So yesterday, Eric flew in a Bravo, Rocket, Missile, and V-Tail Bonanza. -Seth

I upgraded in stages. Had an issue with the strobe on a wingtip and instead of putting bad money into an older system I switched to LED Nav/strobes a few years ago - did the tail at the same time - AveoEngineering. The following year, after burning out many incandescent landing bulbs, I replaced my two with the AeroLEDs HX and LX landing and tax lights. My taxi is a 3 way setup so it's on/off/pulse. My landing light is on/off. At some point I'll run wig wag capable position lights forward on the wingtips as well, so they'll have blink/wigwag/on/off settings available. I held off on the landing/taxi lights because the Whelens were originally just not bring enough/didn't throw light far enough in my opinion. The AeroLEDs did and once they got the PMA I made the purchase. I've been very happy. Take care, -Seth

Make sure they go back in the same position. A local field when I had an issue once put my GAMI fuel injectors back on the wrong locations (just put them back on not realizing each was set for each cylinder). It was caught at my MSC when I mentioned it wasn't running as smoothly and that I had two cylinder running hot. We fixed this years ago. GAMI's were on my aircraft when I purchased it in 2011. However, moving fuel injectors around to different cylinders may cause changes in your GAMI spread, even if not GAMI injectors. I had dirt twice in my fuel injectors on my previous aircraft, a 1967 F model, and also what looked like paint chips once. This is part of why I installed a engine monitor upon purchase of my Missile in 2011. -Seth

My wife is same. She can feel the engine is not quite as smooth LOP. -Seth

According to Aviation Consumer's recent gear up article in Oct 2017 - Cessna's lead the pack. We are pro bias toward Mooney gear ups due to Mooneyspace and sharing the information in our smaller community. If you look, 99% of Mooney Gear ups are inadvertent vs maintenance - I know there's the 1 or 2 here or there due to the back-spring, a broken piece, the J bar popping out, but that is so rare compared to other aircraft with jammed gear that will not descend. The Mooney is SO reliable with it's gear design. Mooney's are tied with Beach Bonanza and Piper Arrow's for a rate of 1.6 gear ups per thousand registrations during the recent study, but they are 99% pilot induced vs over 50% mechanical issues for the Bo and Arrow. So, Mooney pilots do inadvertently land gear up more, but total gear ups are cognizant with the Bonanza and Arrow. Fascinating - something Richard Collins very well may have written about if brought to his attention. -Seth From Aviation Consumer: "To gain a sense of how gear-up incidents compare among models, we sorted the NTSB data to calculate gear-ups per 1000 aircraft registered. Two caveats: As we noted in the main article, only a fraction of gear-ups make it into NTSB records. Although we can’t confirm it, for this comparison, we’re assuming all models are equally reported or underreported to the NTSB.Second, accurate registration by model is difficult to come by. The FAA’s Wichita Aircraft Certification Office helped us find what we believe is the best registration data available. While the Cessna 172RG is at the top of the list, that’s by dint of low registration numbers; only about 572 remain on the registry, compared to 3800 210s. We think the data reasonably show that Cessna singles are involved in more gear-ups than other models.The second graph shows the relationship between maintenance-related gear-ups and gear collapses and inadvertent gear-ups. Again, it indicates the high incidence of problems with Cessna gear systems."

Me too. If my prop needs replacing at any point it’s a considerarion. I just overhauled mine about two years ago, so I should be good for a while

Jim- Also by deleting the full feather feature Erik removed an design risk of the Missile and Rocket. Since our power plants/prop combos were adopted from twins, when our prop governor fails, our engines feather. In other singles, when the prop governor fails, the blades go full power. I just spoke with Erik and he did a great job. Looking forward to the write up. -Seth

With the four blade prop Erik gave up the feather feature in order to save weight and better balance the airplane. Erik - did the prop windmill or did you get it stopped? Well done in getting back safely and even better yet dead sticking it at an airport. When you know more please let us know the cause. Again, thrilled you are safe. -Seth

That's closer to what I paid 8 years ago when I had to replace the aux fuel pump in my previous M20F. -Seth

https://airfactsjournal.com/2013/04/the-perfect-copilot-of-many-years/ A fantastic article Richard wrote about his wife when she passed away in 2013. I must have missed it then. Very poignant. -Seth

I read this morning that Richard Collins passed away yesterday. I always learned something from his articles and his work both at Flying, Air Facts Journal, and his books. I'm sure there's more I'll discover that he contributed to or worked on as I learn more and more. A true aviation Legend. -Seth

Glad you are okay. I’ve now had 4 bird strikes. 1 in or 2 on my F mode and 2 or 3 on my Missile. All small birds. Piper Painter in his M20C had on of the two worst Mooney bird strikes I’ve seen. Glad it’s minimal damage and you are okay. -Seth

So is there any stand alone app that takes the Bluetooth AHRS signal from the GTX345 for an iPhone to display just AHRS. I saw traffic, weather, and more in the Garmin app, but what about AHRS on the iPhone? I still have stratus Horizon and a Stratus 2, but the point is not to have to hook it up (though that is a backup solution). -Seth

Or at least heavily subsidized. Many flight schools do a groupon - I'm sure you could too. -Seth

I heard my name! I like your enthusiasm. As noted by the responses, you are already learning a lot. There is a TON you have to do and may hoops to jump through to legally make money in the aviation world. I own my own financial advisory practice and travel often for work using my Mooney and thus, as a part 91 owner/operator, can write off many of the expenses. That said, for a part 135 charter type situation, you have as noted 100 hour inspections, have to have flight manuals, heck all sorts of manuals and procedures approved by the local FSDO, basically be an approved charter operation, and that's for every type of aircraft you have in your "fleet." Approved training, maintenance programs, you name it. It may be best to find a local air taxi service or existing charter operation once you get your commercial license and add your aircraft to their certificate. Many items on your airplane would have to be brought up to spec/replaced/overhauled to be within the necessary time out limits for a part 135 operation that is not necessary for a part 91 operation. Unfortunately, passengers also like the cabin more than the cockpit. Something with a larger cabin may be a better choice for a 135 world than a Mooney. A Mooney will be more efficient with fuel. It is doable, but there is a ton to learn. I'm happy to chat with you anytime. PM me. You'll figure out in time I want to do a lot of what's possible in aviation, just need to figure out funding and time restraints to do it all. I'm married (just celebrated four years) and my second child just turned 1. Sleep? What's sleep. Somehow I flew over 100 hours last year (not on pace for that this year, but things will pick up). I want to: 1. Create an all you can fly service for the Greater Washington DC area due to traffic and geographic constraints at a flat rate per month (subscription) - think old netflix DVD model but for seats on small aircraft. I already have the name and own the website but its not developed yet, and the business is still an idea. 2. Fly for an air taxi service (nearly there) - This will be on Cirrus aircraft www.openair.com and get experince flying small GA aircraft for hire in and around the mid atlantic and DC. 3. Maybe get some training and fly for a regional at some point with the current pilot shortage in the first officer space and retiring pilots in the next 10-15 years, now is actually the time to get that done (nights away from home with two small kids and a supportive wife is the hard part). I've nearly got the hours and some of the regionals have DCA and IAD as domiciles, allowing me a potential QOL that could work. This is not likely but possible. 4. Put together a part 91 operation owned by 1-4 companies where they own the aircraft but I manage and supply pilots for them (including myself once properly trained, and as part of it get use of such aircraft for x hours per year - a King Air 90 up to a single pilot Jet, maybe a CJ2 or even a C501SP for example. A few of these are based at my airport. One just upgraded from a Cessna 414 to a King Air E90 and one has a B200 with upgraded engines. The B200 is ALWAYS flying - split between 5 wealthy families on the east coast. 5. Get some heavy tail wheel and warbird experience 6. Build a home on a ton of acreage with an appalachian or blue ridge view with a runway on property 6. Run my holistic financial advisory practice all at the same time 7. Assist developing Mooney Summit into an even greater organization (you should attend) How do you make a small fortune in aviation? Start with a large fortune! I have the aviation bug, it seems you do too. There's a guy that purchased a TBM 850 and is on YouTube who flies charter flights. PM me anytime. -Seth